CA2541040C - Cushion mounting structure of saddle-ride vehicle - Google Patents
Cushion mounting structure of saddle-ride vehicle Download PDFInfo
- Publication number
- CA2541040C CA2541040C CA002541040A CA2541040A CA2541040C CA 2541040 C CA2541040 C CA 2541040C CA 002541040 A CA002541040 A CA 002541040A CA 2541040 A CA2541040 A CA 2541040A CA 2541040 C CA2541040 C CA 2541040C
- Authority
- CA
- Canada
- Prior art keywords
- vehicle body
- body frame
- cushion
- end portion
- cushion unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
- B62K11/02—Frames
- B62K11/04—Frames characterised by the engine being between front and rear wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K17/00—Cycles not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K19/00—Cycle frames
- B62K19/02—Cycle frames characterised by material or cross-section of frame members
- B62K19/04—Cycle frames characterised by material or cross-section of frame members the material being wholly or mainly metallic, e.g. of high elasticity
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K19/00—Cycle frames
- B62K19/18—Joints between frame members
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
A cushion mounting structure of a saddle-ride vehicle with a cushion unit having an elongated stroke length for absorbing an impact from a wheel. The structure includes an upper and a lower arm constituting a suspension arm. The arms are tiltably connected to left and right portions of a support frame, the rear wheels being supported on the suspension arm. One end of a cushion unit is supported on the vehicle body frame, while the other end is supported on an upper arm by a link member and a push. rod. The first end of the cushion unit is positioned inside the vehicle body frame in the vehicle body width direction, the second end of the cushion unit is positioned outside the vehicle body frame in a width direction, and an axis of the cushion unit extends in the longitudinal direction of the vehicle while intersecting the vehicle body frame.
Description
C><JS.HION 1VIOUNTTNG STRUCTURE OF SADbLE~RIDE VEHICLE
BACKGROUND Or THE INVENTION
Field of the Invention [0002] The present invention relates to a cushion mounting stntcture of a saddle-ride velucle, and more pariycularly to a cushion mounting structwe of a saddle-ride. vehicle which is favorable to a three-wheeled velucle or a four-wheeled vehicle which travels on a terrain.
Description of .Background Art [0003] Conventionally, as a rear wheel suspension structure in a saddle-ride vehicle which travels on a terrain, there has been Ia~own a double-wishbone-type independent suspension stiucture in which wheels are supported by suspension arms constituted of upper and lower arms. (For example, see JP-A-2003-56607.) Further, in the rear wheel suspension strucW re described in .IP-A-2003-56607, an impact which left and right wheels receive is absorbed by a ,pair of cushion units which connects an upper end thereof to a vehicle body frame and a lower end tloereof to a suspension arm rT ttornev Docket No. 0505-1473PU5'1 Page 2 of 35 and, at the same time, is arranged vertically with respect to a vehicle body in a side view, and is arra~.zged in a chevron shape with respect to a vehicle body i.n a front view.
BACKGROUND Or THE INVENTION
Field of the Invention [0002] The present invention relates to a cushion mounting stntcture of a saddle-ride velucle, and more pariycularly to a cushion mounting structwe of a saddle-ride. vehicle which is favorable to a three-wheeled velucle or a four-wheeled vehicle which travels on a terrain.
Description of .Background Art [0003] Conventionally, as a rear wheel suspension structure in a saddle-ride vehicle which travels on a terrain, there has been Ia~own a double-wishbone-type independent suspension stiucture in which wheels are supported by suspension arms constituted of upper and lower arms. (For example, see JP-A-2003-56607.) Further, in the rear wheel suspension strucW re described in .IP-A-2003-56607, an impact which left and right wheels receive is absorbed by a ,pair of cushion units which connects an upper end thereof to a vehicle body frame and a lower end tloereof to a suspension arm rT ttornev Docket No. 0505-1473PU5'1 Page 2 of 35 and, at the same time, is arranged vertically with respect to a vehicle body in a side view, and is arra~.zged in a chevron shape with respect to a vehicle body i.n a front view.
[0004) Here, i.n Jl'-A-2003-SG607, although a strolte length which allows the mounting of tlae cushion unit obliquely in the vehicle body width direction is ensured, tile elongation of the stroke length is limited due to the limitation imposed on a vehicle height and a vehicle width. Accordingly, there has been a demand for tile acquisition of a :favorable cushion performance by elongating ih.e stroke length of the cushion unit.
[OOOS) Further, with respect to a motorcycle which includes a cushion unit for absorbing an impact on wheels, there has been known a motorcycle in which a Iink member which is tiltably arranged parallel to an arm member which supports a rear wheel is provided, the cushion unit i.s connected to an arm member by way of a link member thus ensuring a stroke length of the cushion unit in. a narrow space and the acquisition of a favorable cushion perfonrance in conformity with the tilting direction of the link member and the arm member. (See J.P-A-57-60984, for example.) [0006 Futther, with respect to the motorcycle described in JP-A-57-60984, although the motorcycle possesses the favorable cushion performance with the use of the lint{ member, the saddle-ride type vehicle which extends the suspension arm in the vehicle body width direction is also requested to acquire such :.favorable cushion performance with the use of the link member.
[0007) Is~ addition, a saddle=ride type vehicle which travels on a terrain includes a vehicle body .frame which is assembled by welding pipe-like frame members, wherein wheels arc supported on the vehicle body frame by way o:f suspension arms.
[0008) Recently, to realize the easiness o:f assembling and the reduction of Attorney Docket No. OSOS-1973PUS1 Page 3 of 35 weight by the simplification of the structure, a so-called bolt-on type vf~rame which is assembled by fastening and fixing a pair of divided frames which are split into left and right frames using bolls a~td nuts is adopted. (See JP-A-1-109186, for example.) [0009] Here, in the frame structure disclosed in Jp-A-1-109186, bulging portions in which hole portions for allowing bolts to pass therethrough are :formed on outer peripheral sides of the divided frames, and these bulging portions are fastened and fixed to each other. using bolts and nuts thus integrally forming the divided frames.
Accordingly, there has been a drawback that an appearance of the vehicle is damaged by the bulging portions.
SUMMARY AND OBJECTS OF TJEIE INVENTION
[0010] The present invention has been made under such circumstances and it is au object of the present invention to provide a cusluon mounting structure of a saddle-ride type vehicle which can obtain a favorable riding comfort in a state that an irnpaet from a wheel is surely absorbed by elongating a stroke length of a cushion unit with the use of a link member. A further object of the present invention is to provide a frame si~'uct'ure of a saddle-ride type vehicle which c2n easily integrally form a pair of divided frames while ensuring a favorable appearance.
[0011 ] According to a first aspect of the present invention, a cushion mounting structure of a saddle-ride type vehicle includes at least a pair of lefrt and right wheels which includes a suspension arm which is tiltably connected to a vehicle body frame, extends in the vehi.cIe body width direction, and suspends the wheels. Also includes is a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end porl:ion which is supported on the suspension arm side, and absorbs an impact transferred to the wheels. The cLxshio~a unit is arranged such .~ttorrrey.Doclcet No. 0505-147.iPUS!
.Page 9 of ~ 5 that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and an axis thereof extends in the longitudizial direction of a vehicle body while intersecting the vehicle body f-ramE. As a result, it is possible to elongate the stroke length o:f the cushion unit without difficulty.
Farther, it is possible to extremely smoothly absorb an impact from the wheel by the cushion unit whereby a favorable cushion performance can be obtained thus ensuring a favorable riding comfort.
[0012] According to a second aspect of the present invention., the cushion mounting structure further includes a step which extends to the outside the vehicle body drame in the vehicle body width direction, at~.d the first end portion of the cushion unit is arranged approximately inside the step in the vehicle body width direction.
Since, the first end portion of the cushion trait is arranged approximately inside the step in the vehicle body width direction on which a driver places his/her foot during traveling and hence, it is possible to arrange the cushion trait having the elongated stroke length in the longitudinal direction of the vehicle body whereby it is possible to obtain the more .favorable cushion performance.
[0013] According to a third aspect of the present invention, a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, and the first end portion of the cushion unit is mounted on the gathering portion.
Since, the first end portion. of the cushion unit is mounted on the gathering potion of the vehicle body fra~.ne to which th.e plurality of frame members are connected and hence, it i.s possible to surely support the cushion unit which absorbs the impact from the wheel at the gathering portion having the high rigidity wi~creby the rigidity of the vehicle body .frame can be enhanced.
Atlorney Docket No. OSOS-J473PUS1 Pnge S of 3S
[0014] According to a fourth aspect of the present invention, an escape portion which prevents the suspension arm f~ror~n interfering with the cushion unit which extends and contracts is :formed in th.e suspension arm, Since, the escape portion which prevents the interference between the cushion Lu~.it which extends and contracts and the tilting link member is formed in the suspension arm and hence, it is possible to smoothly extend Fund contract the cushion unit while preventing the cushion unit from interfering with the suspension arm whereby the more favorable cushion performance can be obtained.
[0015] According to a fi.f ~th aspect of the present invention, a cushion mounting structure of a saddle-ride type vehicle includes a suspension ann which is tiltably connected to a vehicle body frame and suspends wheels on left and right portions thereof, and a eushi.on unit which has a first end portion thereof supported on the vehicle body frame and a second end port7on thereof supported to the suspension artn side and absorbs an impact lxansferred to the wheels. .The cusluon mounting structure includes a rod which is ti.ltably mounted on the suspension arm, and a link member which is supported on the rod, th.e second end portion of the cushion unit and the vehicle body frame, and the Link member is tiltable in the direction difFerent from.
the tilting direction of th.e suspension arm, and is arrmged such that the first end portion and the second end porl5on of the cushion unit are positioned in a displaced manner in the longiW dinal direction o.~f a vehicle body, and hence, an axis ovf the cushion unit extends in the longitudinal direction. of the vehicle body. As a result it is possible to elongate a stroke length of the cushion unit without diff culty whereby an impact from the wheel can be exfi-emely smoothly absorbed by the cushion unit, thus e~nabliog~ the acquisition of the favorable cushion performance and ensuring the favorable riding comFort.
Attorney 7~oLlcet No. OSOS-1473PUS1 Page 6 of 35 [0016 According to a sixth aspect of the present invention, the linlt member is arranged substantially parallel to the cushion. Hence, it is possible to arrange the cushion unit having the elongated stioke length along the longitudinal direction of the vehicle body frame without difficulty thus enabling the acquisition of the more 'Favorable cushion performance.
[0017] According to a seventh aspect of the present invention, the first end portion of the cushion unit is positioned inside in the vehicle body width direction of the vehicle body frame. IIence, it i.s possible to arrange the cushion unit having the elongated. stroke length along the longitudinal direction of the vehicle body frame without di~Fficulty thus enabling the acquisition of the more favorable cushion perforn~ance, [0018] According to an eighth aspect of the present invention, the mounting portion of the link member on the vehicle body frame is positioned at the portion of lilac vehicle body behind the first end portion of the cmllion unit. Hence, it is possible to arrange the mounting portion close to the second end portion of the cushion unit so as to make a tilting radius of the link member attributed to a stroke of the cushion unit small, whereby it is possible to enhance the cusluon performance due to the favorable tilting operation of the link member.
[0019] According to a ninth aspect of the present invention, the escape portion which prevents the suspension arm from interfering with the t7lting link member is formed in the suspension at~xt, anal hence it is possible to tilt the link member smoothly by preventing the link .member from interfering with the suspension arm whereby the more favorable cushion performance can be obtained..
[0020] According to a tenth aspect of the present invention, the cushion mounting structure :('urthet includes the stabilizer which is connected to the link Attorney Docket No, 0505-.147~'PUSl Page 7 of 35 member, and hence, compared to a case in which floe stabilizer connects the suspension arms to each other, it is possible to simplify the structure of the suspension arm and the stabili2er can be also machined easily.
[0021 ] According to an eleventh aspect of the present invention, the stabili2er is inserted into the space portion formed by the vehicle body frame, the link member and the cushion unit, and hence it is possible to arrmge the stabilizer in the vehicle body width direction without difftcul.ty whereby it is possible to ef.'fectively male use ofthe space.
[0022] According to a twelfth aspect of the present invention, the rod is connected to the suspension arm using the ball joint. Thus, it is possible to smoothly transmit the behavior of the suspension arm to the link n~cmber by way of the rod and, at the same time, it is possible to ensure the favorable behavior of the suspension arm.
According to a thirteenth aspect of the present invention, a frame structure of a saddle-ride type vehicle includes a pair of left and right divided .frames which are joined to each other in an abutting mann.cr and respectively include suspension arm support portions which support a suspension arm which suspends wheels. A
fixing portion which joins the pair of divided .frames is provided more inside thm outer peripheries of the pair of .left and right divided frames and, at the same time, in the vicinity of th.e suspension inn support portions. rIence, it is possible to surely fix the pair of divided frames. Further, since the fixuig portion is formed in a state that the i~ixing portion is concealed by the suspension arm, ii is possible to enhance the appearance of the saddle-ride type vehicle. Further, since th.c fixing portion is provided in tl~e vicinity Of the SLlspe71S2pi7 arln SLlppOrt portion, it is possible to enhance the rigidity of th.e suspen.si.on arm sypport portion.
[0023] According to a fourteenth aspect of the presEnt uivention, at least one flttvriiev Docket No. 0505-1473PUS1 Page 8 of 35 fixing portion which joins the pair of divided frames is covered with another member.
I-Ience, it is possible to enhmce the appearance of the saddle-ride type vehicle.
[0024 According to a fifteenth aspect of the present invention, at least one fixing portion which joins the pair of divided frames is covered with the suspension arm support portions. As a result, it is possible to enhance the appearance of the saddle-ride type vehicle and, at the same time, it is possible to enhance the rigidity of the suspension arm support portion.
[0025] According to a sixteenth aspect of the present invention, the respective 'fixing portions of the pair of divided frames are joined using bolts and nuts, and the bolts and the nuts are arranged in a state that the bolts and the nuts are not projected from outer surfaces of the divided fxames. I-Ience, it is possible to further eni~ancc the appearance of the saddle-ride type vehicle, [0026 According to a seventeenth aspect of the present invention, a chain which. transmits a drive force to the wheels is arranged between the pair of divided frames, and the fitting portion is arranged at a position away from a trajectory of the chain. Thus, it is possible to prevent the fxing portion front interfering with. the ch ain.
[0027] According to an eighteenth aspect of the present invention, at least one of the pair of divided frames includes a boss portion which is formed in the inside of a vehicle body. Hence, there is no possibility that a periphery of the chain is completely covered with the divided frames, whereby the maintenance property can be enhanced.
At the same time, the rigidity of the pair of divided frames can be ensured.
[0028] According to a nineteentla aspect of the present invention, the boss portion is foraned on an extension line of the fixing portion for joining the pair of divided frames. Hence, it is possible io simplify the inner constitution of the pair of .4ttorney Doclcet No. 0505-.1473PL1S1 Page 9 oj<'35 divided frames, Since there is no possibility that the periphery of the chain is completely covered with the divided frames, the maintenance property can be enhanced. Further, it is also possible to ensure the rigidity of the pair of divided frames.
[0029] Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given. by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skil.l.ed in the att from this detailed description.
BRIEF DESCRU'TION OF TxIE DRAWINGS
[0030 The present invention will become more :fully understood from the detailed description given hereinbelow and th.e accompanying drawings which are given by way of illustration only, anal thus are not limitative of the present invention, and wherein:
FIG 1 is a side view of a saddle-ride type velucle to which the cushion mounting structure of a vehicle of the present invention is applied;
FIG 2 is a top plan view showing a velucle body ..frame of tine saddle-ride type vehicle of the present invention;
FIG. 3 is a top plan view :for explaining the structure of a support frame;
FIG ~ is a side view for explaining the structure of. a support frame;
FlGr. 5. is a cross-sectional. view fox explaining the joining strucW re of the s apport frame;
F1CC. 6. i.s a cross-sectional view showing the stn~ciure of a drive force Attorney Doclcet No. 0505-.7473PUSl Page l0 of 35 transmission system;
FIG 7 is a crass-sectional view showing the structure of an essential part of the drive force transmission system.;
FIG 8. is a perspective view of an essential part showing the support structure on a left rear wheel side mounted on the vehicle body frame;
rIG 9. is a top plan view showing the support structure on the rear wheel side.
A plan view and a cross;sectional view for explaining the stnictttre of a ball j oint;
FIGS. 10(a) and l0(b), respectively, are a plan view and a cross-sectional view for explaining the stniciure pf th.e ball joint.
DETAILED :DESCRTPTTON OF T.HE PREEERREA EMI30DIMENTS
[0031 J Hereinafter, a made for carrying out the present invention i.s explained in conjunction with attached drawings. Here, the drawings are viewed an the direction of symbols. The e~plan.ation of parts, which are in the left-and-right symmetry, i.s made with respect to th.e parts an one side, and the same symbols are given to corresponding parts qn another side, and th.e explanation of the parts on another side is omitted.
[0032] .rIG 1 is a lift side surface view of a saddle-ride type vehicle according to the present invention, and FaG 2 is a top plan view which shows a vehicle body frame. A saddle-ride type vehicle 10 is a four-wheeled velucle for traveling on a terrain and is a vehicle in wl~i.i.ch a steering shaft 13 for steering left and right Front wheels 12 is mounted on a front ,portion of the vehicle body frame 11, a power unit 16 which is constiW ted of an engine 14 and a transmission 1.5 is mounted on a center portion of the vehicle body hframe 11, a drive force transmitting portion 18 for Attornev.Docket No. OSUS-~473PUS7 Page .J1 oJ3S
irmsmitting a drive force to lefil and right rear wheels 17 is mounted. on a rear portion of the vehicle body vframe 11.
[0033] FlCr. 1 also illustrates a battery 21 , a radiator 22, radiator hoses 23, 24 which are connected to the radiator 22 and the engine 14, a craat)ccase 25, a cylinder bloclc2G, a cylinder head 27, a head cover 28, a crankshaft 29, a reduction gear un tt 30 which is mounted on the transmission 15, a shift pedal 31 for performing a transmission manipulation, an ouiptd shaft 32 of the reduction gear unit 30, a drive sprocket wheel 33which is mounted on the output shaft 32, a chain 34 which is wotmd around the drive sprocket wheel 33, an air cleaner 35 which is connected to the cylinder head 27 by way of a connecting tube 36, an exhaust pipe 37 which extends in the rearward direction from the cylinder head 27, a muffler 38 which is connected. to a rear end of the exhaust pipe 37, and a .front cushion unit 39 which absorbs an impact to the left and right front wheels l.2 from the ground.
[0034] As shown i,n FIG 1. and rIG. 2, the vehicle body frame 11 includes a pair ovf left and right front upper frames 51 which are bent in a crest shape, a pair of left;
and right front middle .frames 52 which are connected to front ends of the front upper frames S I, a pair of left and right front first oblique frames 53 which are obliquely extended between rear ends of the front middle frames 52 and front portions of the front upper frames 51, a pair. of left ~~n.d right rear 'upper frames 54 which substantially horizontally extend in the rearward direction from rear ends o.f the .front upper frames S1, rear first oblique frames 55 which extend obliquely from rear end portions of the .front ttpPer frames 51 in the rc~trward direction and i.n the downward di.reetion, and seat rails 56 which are connected to center portions and rear ends of the rear upper frames 54.
[0035] Further, the vehicle body frame 11 includes a pair of left and right front ~.ttornev Docket No. OSOS-1473PUS1 Page J2 of 35 louver first frames 57 which obliguely extend from rear ends of the .front middle frames S2 in the downward direction, a pair of left and right lower frames 58 which extend longitudinally in a state that the lower Frames 58 are connected to lower ends of the front lower first frames 57 and lower ends of the rear first oblique frame 55, a pair of left and right front louver second frames S9 wlvch are extended between a front porCion of the front middle frame 52 and a front portion of the lower frame 58, and a pair of left and right rear second oblique i~rames 60 which are extended between a rear end of the lower frame S8 and a rear end o~t'the rear upper frame 54.
C003GJ );urther, the vehicle body .framE 11 includes a connecting frame G2 (see rIG: 2) which connects a pair of l.efi: and right joint members 6I to each other and constitutes a gathering portion to which the rear end of the front upper frame 51, the &on.t end of the rear upper frame 54, and the upper end of the rear first oblique frame SS are joined, and a pair of left a2~d right support frames 63 which are supported in the vicinity of a portion where the rear end of the rear upper frame 54 and the upper end of the rear second obligee frame 60 are connected to each other and in the vicinity of a portion where the .rear end of the rear first oblique frame 55, the rear end of the lower :frame S8 and the lower end of the rear second oblique frame 60 are connected to each other. I~:ere, numeral 64 indicates front guard members which are respectively mounted on the front end of the fTOnt middlE frame 52 and the front end o:f the lower :.frame 58.
[0037] The front upper frames 51 include :first brackets 71 wluch respectively support the power unit 16. TJZe ..front middle frames 52 include upper arm support portions 72, 73 which verl7eally swingably mount upper arms (not shown in the drawings) which. respectively support the left and right front wheels lz.
Further, the front lower first ..frames 57 include second brackets 74 which support the power unit Attor»ey Docket No. OSDS-.l ~73PUSl Page 13 of 3S
16.
[0038 The lower :frames 58 include lower ~uzn support portions 75, 76 which vertically swingably mount Iower arms (not shown ul the drawings) which .respectively support the loft and right front wheels 12 on fT017t portions thereof and, at the same time, the lower frames 58 include a steering shaft lower portion support member 77 which supports a Iower portion of the steering shaft 13. Further, the lower fxames 58 in.elude a third bracket 78 and a fourth bracket 79 which support the power unit 16 on intermediate portions thereof Further, the connecting .frame 6Z includes a ftfth bracket 80 which supports the power unit 1 G.
[0039] rn the vicinity of portions where the rear ends of the lower frames 58 and the rear ends of the first oblique .frames 55 are comzected to each other, a pair of left arid right reinforcing frames 81 is conrnected. Further, to the Iower frames 58, in the vicinity of portions where the lower frames 58 are connected to the reinforcing frames 81, a pair of left and right steps 82 which extend to the outside in th.e vehicle body width direction and on which a rider places h.is/her feet thereon during traveling are fixed. Further, at corner portions of th.e portions where the rear ends of the rear first oblique frames 55 and the lower ends of the rear second oblique frames 60 are connected to ea.eh other, a pair of .left and right reinforcing plates 83 is fixed.
[0040] On the pair of left and right support frames 63, a vCnal gear casing which rotatably supports a driven sprocket 200 around which a chain 34 is wound is mounted. Furlh.er, a suspension an~n 103 which is constituted of an upper arm and a lower ann 102 is tiltably connected to both side surfaces of the pair of left and right support frames 63, and the support frames 63 extend in the vehicle body width direction and suspend the left and right re~:r wheels 17 respectively.
[0041] FIG 3 is a top plan view which. explains the sfiructme of tlae support flclornev Docket No. 0505-1473PUST
Page r a of 3S
:fxame, and FIG 4 is a side view which explains the structure o.f the support frame. As shown in FICx 3, tlae pair of left and right support ..frames 63 is formed of divided ~fxames which are joined to each other in a state that the left and right support frames 63 abut on each other, and both of the divided frames are integrally formed by casting, On .front sides of the support frames 63, positioning bosses 131 which are mounted in the vicinity of portions where the rear ends o:f the rear upper frames 54 and the upper ends of the rear second oblique frames 60 are cormected to each other and in the vicinity of portions where the rear ends of the lower frames 58 and the lower ends of the rear second oblique frames 60 are connected to each other are formed at positions where the positioning bosses 131 face each other in an opposed manner. By allowing the respective positioning bosses 131 to abut on each other, 'both of the support .frames G3 on which the respective positioning bosses 131 are formed are positioned.
[0042] Fmth.er, as shown in FIG. 3 and FIGr 4, on the respective support frame 63, four fixing bosses 132a, 132b, 132c, 132d which constitute fixing portions projecting from opposedly facing surface of the support frame 63 are formed, wherein by allowing the respective support frames 63 to abut on each other, end surfaces of the respective fixing bosses I32a, 1.32b, 132c, 132d are brought into contact with each other.
[0043 FIG 5 is a cross-sectional view for explaining the joining struchue of tile support .frames at th.e fixing boss 132a position. IIere, tl.~e joining stntcWres at the positions of th.e fixing bosses 132a, 132b, 132c, 132d are equal and hence, only the joining structure of the .fixing boss 1.32a positio~.i is explained.
10044] The fixing boss 132a projects from an inner surface side of the support fxame 63, and a bolt insertion hole 133 is formed in a center thereof.
Further, a spot facing portion 134 is formed in an outer surface of the support frame 63 at a position fluorne~~ Docket No. OSOS-~.~73PUS'1 .Page LS of 35 where the bolt insertion hole 133 is forced.
[0045] Further, the pair of support frames 63 is made to abut on each other so as to bring end surfaces of Cxing bosses 132a into contact with each other and to allow the respective bolt insertion holes 133 to communicate with each other. In such a state, a connecting bolt 135 is inserted into the bolt ilisertion hole 133 from one side, and a nut 136 is threadedly engaged with the connection bolt 135 on another side and hence, the support frames 63 are fastened and Uixed to each other. The connection bolt 135 has a length which is substantially equal to or slightly shorter than a distance between outer surfaces of dac support frames 63 which are fastened to each other, and a head portion 135a of the connection bolt l35 and the nut 136 are arranged and housed in the inside of spot facing portions 1.34 without projecting from outer surfaces of the support frames 63.
[0046 As shown in FIG. 4, a final gear casing 201 has a front side thereof supported on the support frames 63 by way of a casing support bracket 205.
Further, an adjustment screw hole 20G is forsrted in a .rear portion side of the fnal gear casing 201, and an adjustment screw 208 which is inserted into an insertion hole 207 formed in a rear end of the support frar~~e G3 is threaded into the adjustment screw hole 206.
Further, by adjusting a threading amount of the adjustment screw 208 into the adjustment screw lzole 20G, a mott:nting position in the longihtdinal.
direction of the Fnal gear casing 201 is adjusted and hence, a tension o:fthe chain 34 which i.s extended around a driven sprocket wheel 200 is adjusted.
[0047] Farther, the upper arm 101 and the lower arm 102 which are mounted on the support frames 63 have distal end portions thereof connected to a hub 204 (see FIG 6) o'P the rear wheel 17 described later and hence, the suspension arm 103 constiW tcs the d.onble wishbone type independent suspension stmcture.
Attorney Docket No. 0505-.1473PUS1 Page I6 of 35 [0048] As shown in fIG 3, the upper arm 101 includes a upper first ann portion 105 which extends in the rearward direction with respect to the support frames G3 in an inclined manner, an upper second arm portion 106 which extends at a substantially right angle with respect to the support frames 63, and a connection portion 1.07 which connects the upper first arm portion 105 and the upper second arum portion 10G. Fttrth.er, the lower arm 102 also includes a Iower rrst arm portion I08 which extends in the rearward direction with. respect to the support frames 63 in an inclined manner, an lower second arrn portion 109 which extends at a siibstantial.Ly right angle with. respect to the support frames 63, and a connection portion 110 which connects the lower first ann portion 108 and the lower second ann porilon 109 (see FICz 8).
[009] As shown in FIG 4, on outer surfaces of the support frames 63, four suspension arm support portions (hereinafter .referred to as arm support portions) 137a, 1.37b, 137c, 1374 which connect the upper arm 101 and the lower arm 102, that is, a cylindrical mounting portion 105x of the upper first arm portion 105, a cylindrical mounting portion lO6a of the upper second arm portion l OG, a cylindrical mounting portion 108a of the lower first arm portion 108, and a cylindrical mounting portion 109a of the Iower second arm portion 109 are formed. Here, since the mounting stn.;ct~ttres of the suspension arms in the ~uzn support portions 137a, 137b, 137c, 137d are identical to each otler, only flue mounting structure of the arm support portion. 137a is explained.
[0050] The arm sttpport portion 137a includes a support wall 138 having an approximatEly U-shape as viewed in a plan view which i.s raised from the surfaces of t)~.e support frames 63, wherein hole portions 13$b which allow the insertion of a support bolt 139 therethrough are fo..rn~ed i.n mounting wall portions I38a of the flttonney .Docket No. OSUS-1473PUSI
Page I7 of 35 support wall 138 which face each other in an opposed mmner. Between the mounting wall portions 138a, the mounting portion 105a of the upper first arm portion 105, an outer lace 141 which is axed to m inner peripheral surface of the mounting portion 105a by retainers I40, 140, ale inner lace 142 which has a convex spherical surface thereof slidably fitted in a concave spherical surface :formed in the outer lace 141, collars 143, 143 which are brought into contact both end surfaces of the inner lace 142, and sealing members 144, 144 which are interposed between these collars 143, 143 and the mounting portion 1 OSa are arranged.
[OOSlJ Further, the support bolt 139 is sequentially inserted into the mounting wall poriion 138a, the collar 143, the inner lace 142, the collar 143, and the mountislg wall portion 138a from a front side of the vehicle and, thereafter, a nut 145 is threaded wash a distal end of the support bolt 139 whereby the upper first arm portion 105 is mounted. on the arm support portion 137a in a tiltable manner in the vertical direction.
[0052] fIere, four arm support portions 137a, 137b, 137e, 137d are respectively arranged in the vicinity of the fixing bosses 132a, 132b, 132c, 132d having high rigidity which allows the support frames G3 to abut on each other.
Particularly, the upper support portions 137x, 137b of the upper arm 101 are arranged at positions which are aligned with the fixing bosses 132a, 1.32b of the support frames 63 as viewed in a side view to prevent the connecting bolts I35 and nuts 136 which are mounted on the fiixin.g bosses 132x, 132b from being observed from the outside.
[0053] On the other hand, the arm support portions 137c, 137d of the lower arm 102 are positioned in the vicinity of a itajectory of the chain 34 as viewed in a plan view and hence, the arm support portions 137c, 1374 assume positions which partially interfere with the trajectory of the chain 34. Accordingly, the lower fixing bosses 132c, 1324 which arc arranged in the vicinity of the arm supponc portions 137c, Attorney Doc7ret No. 0505-I ~73PUSl Page 18 of 35 137d are arranged at positions where the I:ixing bosses 132c, 132d do not interfere with the chain 34 deviated vCrom the trajectory of the chain.
[0054] As shown in FrG 4 and FIG. 6, the drive force transmission portion 18 includes the chain 3A~ which is extended between the drive sprocket wheel 33 and the driven sprocket wheel 200, the ~:tnal gear casing 201. which rotatably supports floe driven sprocket wheel 200 and is supported between the pair of left and right support frames, left and right drive shafts 203 whicl leave one ends thereof supported on the ftnal gear casing ZO1 by way of bearing porl~ions 202, and hubs 204 which are connected to distal ends of these drive shafts 203, wherein fhe rear wheels 17 are mounted on the hubs 204.
[0055) The drive shaft 203 includes a slide-type equal velocity joint 210 which is connected to a bearing portion 202 stda and is swingable, extensible and contactable in th.e axial direction, a fixed-type equal velocity joint 211 which is connected to a hub 204 side and is swingable, and a shaft 212 which is interposed between those equal velocity joints 210, 211.
[0056 The equal velocity joint 211. includes an outer Iace 222 which is integrally formed with an axle 221 of the rear wheel 17, an inner lace' 223 which is joined to one end of the shaft 2'12 in spline fitting, a ,plurality of balls 224 which are movably arranged in a plttra.lity of ball grooves which are formed in an inner peripheral surface of the outer lace 222 and a plurality or ball grooves formed in an outer peripheral surface of the inner lace 223, and a cage 225 which holds these balls 224.
[0057] Farther, distal end portions of the upper ann 1.01 .and the lower arm 102 are eon.neeted to a .lcnuclcle arm 232 which constitutes the hub 204 in the connectin g pori~ion 230, 231, wherein the equal velocity joint 211 is rotatably Attorney .l~oclcet lVo, 0505-I473PUSl Page l9 of 35 supported on the lamckl.e arm 232 which constitutes the hub 204 by way of a bearing 233. Here, numeral 234 indicates a retainer which fixes the bearing 233, and numeral 235 indicates a sealing member.
(0058] As shown in FrG 7, the bearing portion 202 which is supported on the final gear casing 201 includes a bearing 251 wl>ich is fitted in an inner peripheral surface of a fitting hale 201 a o;f the final gear casing 20I, and a sealing member 252 which is interposed between the fitting hole 201 a and the equal velocity joust 210.
[0059] The equal velocity joint 21.0 includes a housing 253 which constitutes an outer lace, an inner lace 254 which is joined to another end of the shaft 212 in spline fitting, n plurality of balls 255 which are movably arranged in a plurality of ball grooves which are formed in an inner peripheral surface of the housing 253 anal a pl.tuality of ball grooves formed in an outer peripheral surface of the inner Lace 254, and a cage 256 which holds these balls 255.
[OOGO] The housing 253 is a bottomed cylindrical member which has an outer peripheral. surface thereof fitted in the be<lring 251, prevents the removal of the bearing 251 with a retainer 258, and forms male splines 259 on an outer peripheral surface of a small-diameter portion 253a formed one end of the housinS 253. Numeral 253b indicates a bottom surface of the housing 253.
[OOGla Further, these lt.ousings 253 are mounted on the final gear casing 20I
in a state that the housings 253 are arranged close to each other, and female splines 200a of the driven sprocket 200 are joined to the respective male spline 259 of these housings 253 by splint ~titting.
(0062] FIG, 8 is a perspective view of an essential part showing the support structure on a left rear wheel side which is mounted on the vela.icle body framE, and FIG 9 is an upper view showing the su~pporr structure on the rear wheel side.
As Attorney Docket No. OSOS-7473PUS1 Pale ?0 of 35 shov~m in FIG: 8 and FIG. 9, between the vehicle body frame 11 and tlae suspension arm 103, the link member 112, the cushion unit 713 and a push rod 114 are tiJtably arranged.
[0063] At a portion where a rear end of the lower frame 58 and a lower end of the rear second inclined frame 60 are connected fin each other, a link mounting portion 111 is provided, and to the linlt mouni~ng poti:ion l l l, a link member 112 is obliquely connected in a state that the link member 112 i.s gradually separated fxom the vehicle body frame 11 in the vehicle body width directyon as the link member 112 extends in the rearward direction. The link member lIZ is vformed in an approximately triangular shape in a plan view, wherein a first apex portion 112a which is positioned at a fTOnt portion is rotatably connected to the linl. mounting portion 111, a second apex portion 112b which is positioned at an upper side of an intermediate pori~ion is roia.tably connected to tile cushion unit Z l3, and a third apex portion 11.2c which is positioned at a rear portion is rotatably connected to a lower end of the push rod 114.
rurther, a bottom portion 112d which is positioned below the intermediate portion is rotatably connected to one end of the connecting .rod 116 of the stabilizer I
1 S.
[0064] The cushion unit 113 is arranged suclo that an axis thereof becomes substantially parallel to the link member 112, and i.s rotatably connected to a cushion support portion 61a of the ,joint member 61 which constitutes a gathering portion to whielt the front upper frame 51., the rear upper frame 54, the rear first inclined frame 55 and the connection frame 62 are connected with each other. The cushion support portion 61a. of th.e,joint member 61. is arranged on the inside of the vehicle body frame 12 anl, at the same time, on the approximately inside of the vehicle body width direction of the step 82 as viewed fi-om above.
[0065] Accordingly, in the cushion unit 113, a first end portion 113a thereof Attorney DocJret No. OSOS-l473PUS1 Puge 2! of 35 which has one end tloereof supported on the cushion support portion Gla o:f the vehicle body frame 11 is positioned inside of the velucle body width direction of the vehicle body frame l I, and a second end portion 113b which is supported on the link member 112 which COnStlhlte5 the suspension arm 103 side is positioned outside of the vehicle body width direction of the vehicle body frame 11. Further, with respect to the cushion unit 113, the first end portion Il3a and the second end portion 113b are arranged in a displaced manner in the longitttdi.nal direction of the vehicle body such that the axis of the cushion unit 1.13 extends in the longitudinal direction of the vehicle body while interseci~ng the vehicle body frame 11. Due to such a constitution, it is possible to ensure an elongated stroke Iength of the cushion unit 113 without di~culty whereby it i.s possible to surely absorb an impact which is transmitted from the rear wheel 17 by way of the sl~spension arm 103, the push rod 114 and the Iilik member 112.
[0066 Ftuther, the first apex portion 11 Z a of the link member l I Z which is connected to the link mounting portion 111 is positioned behind the first end portion 113a of the cushion unit 113 wluch is supported on the joint member 61 in the rearward direction of the vehicle body, wherein the first apex portfon 112a is arranged close to the second end portion 113b of the cushion unit 113 so as to make a tilting radius of the link member 1.12 small due to stroking of the cushion trait 113.
[0067] The push rod 114 which is connected to the third apex portion 112c of the linlt member I 12 is arranged in a state that the axis of the push rod I
14 becomes substantially parallel to the link member 112, and an upper end of the push rod 114 is til.tably connected to the upper arm 102 by way o:f the ball joint .l l s.
Accordingly, the link member 1.1Z is tilted about the link mounting portion I11 corresponding to a stroke of the cushion. unit '113, wherein the tilting direction of ihc link member 11 Z is AttornevDocketNo. D,~OS-7473PUS.1 Page 22 of 35 different from the tilting direction of the tipper arm 101 and the lower arm 102. That is, the tilting direction of the link member 112 is approximately orthogonal to the tilting direction of the upper arm 1.01 and the lower arm 102.
[0068] The ball joint 118 is mounted on an escape portion lOSb which is formed in a bending shape in an intermediate portion of the upper vf~irst arm 105 such that it is possible to prevent the interference of the ball joint 118 with the cushion unit 113 and the link member 112. :FIere, a similar escape portion 108b is formed in an intermediate portion of the lower first arm portion I08.
[0069] As shown in FIG. 1.0(a) and FIG 10(b), the ball joint 118 includes a housing 119 which is fixed to the upper arm 101 and includes a housing hole 119x, a ball. portion I20 which i,s fixed to a distal end o:f the push rod 114 and is arranged. in the housing hole 119a of the ljousing 1.19, and a plug 1Z1 which is formed in an opening portion on an upper portion side of the housing l I9 and includes a bearing portion 121 a which is slidably brought into contact with the ball portion 120. Due to such a constitution, the ball portion I20 is slidably held in the inside of the housing hole 11.9a of the housing 119, and the push rod l.l~ becomes tiltable with respect to the upper arm J O1. Further, a .resin-made boot 122 which. covers an opening portion formed below the housing 119 is mounted on the housing 119. The boot 122 prevents th.e intrusion of dusts, water and the like into the inside of the housing 11.9 while allowing the tilting of the push rod 114.
[0070) The stabilizer 115 which has one ends of the connecting rods 116 connected to a bottom portion of the intermediate potti,on of the linlt member includes the pair of le.~ and right connecting rods I 16, and a stabilizer body 123 which connects other ends of the connecting rods 116. The stabilizer body 123 has an internlediate portion thereof held on a pair of left and right reinforcing plates 83 by Attorney Docket No. 0505-1473PUSl Page ? 3 of ~ S
way of the support bracket 124 and is inserted into a space portion 125 which is formed by a front upper frame Sl which constitutes the vehicle body frame 11, the CLIShI(7n Lt111.t 113 and the link member 1I2. Further, both end portions of the stabilizer body 123 which projects from the pair of reinforcing plates 83 are bent in the rearward direction and extend substantially parallel to the link member I12, and are connected to another ends of the pair of left and right connecting rods 11 G.
[0071 J In flue saddle-ride type vehicle 10 having the above-mentioned structure, when the rear wheel I7 receives m impact .from a ground during traveling, the suspension arm 103 which supports the rear wheel 17 is tilted ant, further, the link member 112 is tilted by way of the push rod 114 which is connected to the suspension arm 103 by the ball joint 118. Accordingly, the impact of the rear wheel 1'J
is transmitted to the cushion ttnii 1l 3 wluch is connected to the link member 112 and the vehicle body frame I1 and is arranged along the longitudinal direction of the vehicle body and is surely absorbed by 'the cushion unit 113. Accordingly, the i~ransmissi.on of the impact from the rear wheel. 17 to the vehicle body frame 11 is largely suppressed thus ensuring the 'favorable riding comfort of the vehicle 10.
[0072] As has been explained heretofore, according to the cushion mounting stntcture of the saddle-type vehicle 10 of the above-mentioned embodiment, the cushion unit 113 is arranged such that the first end portion 113a which is supported on the vehicle body .frame I1 is positioned inside the vehicle body frame 11 in the vehicle body width direction and the second end portion Il3b which is supported on the suspension arm 103 side is posi~li.oned outside the vehicle body frame 11 in the vehicle body width direction, and the axis thereof extends in the lonSitudinal direction of the vehicle body while intersecting the veJucle body vframe 1 l and hence, it is possible to eloaagate the stroke length of the cus.'hion unit 113 without difficulty.
Attorney Docket No. 0505-1473FUS1 Page 24 of 35 j0073] Accordingly, it is ypossible to extremely smoothly absorb an impact from the rear wheel 17 by the cushion unit 113 and hence, a favorable cushion performance can be obtained whereby a favorable riding comfort can be ensured and, ~t the same time, the vehicle can be preferably used as a saddle-ride type vehicle l 0 for traveling on a terrain.
[0074] llurther, the first and portion 113a of the cushion unit 113 is arranged approximately inside the steps 82 on which a driver places his/her feet at the time of traveling in the vehicle body widtla direction and hence, it is possible to arrange the cushion unit 113 having the elongated stroke length in the longitudinal direction of the vehicle body W1t110L1t difficulty whereby it is possible to obtain the more favorable cushion performance.
[0075] Further, the first end portion 113a o.f the cushion trait 113 is mounted on the gathering portion (point member G1) of the vehicle body frame to which the front upper frame 51, the rear upper frame 54, the rear ftrst inclined frame 55 and the connecting frame G2 which constitute the plurahiiy of frame members are connected and hence, it i.s possible to sorely suppor(: tile cushion unit 113 which absorbs the impact from the wheel 17 at the gathering portion having the high rigidity whereby the rigidity of the vehicle body frame 1 I can be eWanced.
[0076] Further, the escape portions 105b, 108b which prevent the interference between the cushion unit 113 which extends and contracts and floe tilting link member 11.2 are formed in the suspension artn :103 and hence, it is possible to smoothly extend and contract the cushion unit 11.3 while preventing the euslvon unit 113 from interfering with the suspension. at~~ 103 whereby the more favorable cushton performance can be obtained.
[0077' As lzas been explained l eretofore, according to the cushion mounting ~lttor-ne~~ Docket No. OSOS-T 473PUS1 Page 25 of 35 stn~cture of the saddle-ride type vehicle 10 of the above-mentioned embodiment, the link member 112 which supports floe cushion unit 113 is connected to the suspension arm 103 by way of the rod 114 in a state that the link member 11.2 is tiltable in the direction different !.'-rom the tilting direction. of the suspension arm 103, and the cushion unit 113 is arranged such that the 'first end portion 113a and the second end portion 113b of the cushion unit 113 are positioned in a displaced manner in the longihidinal direction of a vehicle body and hence, an a~cis of the cushion unit 113 extends in the longitudinal direction of the vehicle body and it is possible to elongate a strolte length of the cushion unit 113 without difficulty whereby an impact :C~rom the vcvheel 17 can be extremely smoothly absorbed by the cushion unit 13 thus enabling the acquisition of the favorable cushion performance altd ensuring the favorable riding comfort.
[0078] Furtlter, the link member 1.12 is arranged substantially parallel to the cushion unit 1.13 and hence, it is possii~le to arrange the cushion 'unit 113 having th.e elongated stroke length along the longitudinal direction of the vehicle body frame 11 without difficulty thus enabling the acquisition of the more favorable cushion performance.
[0079) Further, the first end portion 113a of the cusha.on unit 113 is positioned inside in the vehicle body width direction of the vehicle body frame 11. and hence, it is possible to arrange the cushion unit 113 having the elongated stroke length along the longitudinal direction of the vehicle body frame 1.1 without diffiettlty thus enabling the acquisition of the more favorable cushion performance.
[0080] :Eurlher, the first apex portion ll2a which constitutes the n~.ottnting portion of the link member 112 with the vehicle body .frame 11 is positioned at the portion of the vehicle body Uellind the first end portion 113a of the cushion unit lI3 and hence, it is possible to antange the first apex portion 112a close to the second end Attorney Docket No. 0505-.l ~73PUSl Page 26 of 35 portion 113b o:f the cushion unit so as to make a i7lting radius of the link member 112 attributed to a stroke of the cushion unit 113 small whereby it is possible to enhance the cushion performance due to the favorable tilting operation of the link member 112.
[0081] Further, the escape portions lOSb, 108b which prevent the suspension arm 103 from interfering with the tilting link member 112 are formed in the suspension arm 103 and lience, it is possible to tilt the lint: member 112 smoothly by preventing th.e link member 112 from interfering with the suspension arm 103 whereby the more favorable cushion performance can be obtained.
[0082] The cushion mounting structure vfurthcr includes the stabilizer 115 which is connected to the link member 1 I Z and hence, compared to a case in which the stabilizer 11 S connects the suspension arms to each other, it is possible to simplify the sixucture of the suspension arm 103 and the stabilizer 11 ~ can be also machined easily.
[0083] Further, the stabilizer 11~ is inseued into the space portion 125 formed by the vehicle body frame 11, the linlt member 112 and th.e cushion unit 113 and hence, it is possible to arrange the stabilizer 115 in the vehicle body width direction without difficulty wltereby it is possible to effectively make use of the space.
[0084) In addition, the rod 114 is connected to the suspension arm 103 using the ball joint 118 and hence, it is possible to smoothly transmit the behavior of the suspension arm 103 to the link member 112 by way of th.e rod 114 and, at the same timo, it is possible to ensure the favorable behavior of the suspension arm 103.
[0085] As has been explained heretofore, according to the cushion mounting structure of the vehicle used io the saddle-ride type vehicle 10 according to the above-mentioned embodiment, the f xing bosses 132a, 132b, 132c, 132d which join the pair of support frames G3 are provided more inside than outer peripheries of the pair o.f support frames G3 and, at tlae same time, in the vicinity of tl.~e suspension ann Attorney Docket No_ 0505-.l q73f'US1 Page 27 of 35 support portions 137x, 137b, 137c, 137d and hence, even when the fixilzg bosses 132x, 132b, 132c, 1324 are arranged .inside the pair of support frames 63, it is possible to surely :fix the pair of support frames 63. Further, since the J-ixing bosses 132x, 132b, 132e, 1324 are formed in a state that the fixing bosses 1.32x, 132b, 132c, 1324 are concealed by the suspension arm 103, it is possible to enhance the appearance of the saddle-ride type vehicle 10. Further, since the fixing bosses 132x, 132b, 132e, 132d are provided in the vicinity of the suspension ann support portions 137x, 1.37b, 137c, 137d, it is possible to enhance the .rigidity of the suspension. arm support portions 137x, 137b, 137c, 137d.
[0086 Further, the fixing bosses 132x, 132b which join the pair of support frames 63 are covered wiih suspension arm support portions 137x, 13 Ib and hence, it is possible to enhance the appearmce of the saddle-ride type vehicle 10.
Further, it is possible to enhance the rigidity of the Suspension arm support portions 137x, 137b.
hIere, at Ieast one of the fixing bosses 132x, 132b, 132c, 132d for joining the pair of support frames b3 may be covered with other member. In this case, it is also possible to enhance the appearance of the saddle-ride type vehicle 10.
[0087 Further, the connect7ng bolts 135 and the fixing nuts 136 which join the pair of support frames 63 at the f xing bosses 132x, 132b, 132c, 132d are arranged in a state that the connecting bolts 136 anal the fixing nuts 136 are not projected from outer surfaces of the support frames 63 and hence, it is possible to .further enhance the appearance ofthe saddle-ride type vehicle 10.
[0088 j Further, the axing bosses 1.32x, 132b, 132c, I 32d are arranged at positions away fiom the trajectory of the chain 34 which transmits the drive force to the wheels 17 and hence, it is possible to prevent the fixing bosses 132x, 132b; 132c, 132d from interfering with the chain 3~.
Attorney lDockel No, 0505-1473PUS1 Page ?8 oJ'3~
(0089] rurther, at least one of the pair of support frames 63 includes the positioning bosses 131 and the fixing bosses 132a, 13?b, I32c, 132d which are formed in the inside ov a vehicle body and hence, there is no possibility that the periphery of the chain 34 is completely covered with the positioning bosses 131 and the .fixing bosses 132a, 132b, 132c, 132d whereby the maintenance property can be enhanced and, at the same time, the rigidity of the pair of support frames G3 can be ensured.
[0090 Further, according to this embodiment, as fixing portions and the boss portions, fining bosses I32a, 132b, 132c, 1324 are used and the boss port7ons formed inside the vehicle body are formed on the extension line of the fixing portion for joining the pair of divided frames and hence, it is possible to simplify the inner constitution of th.e pair of support fTa117e5 63. Since there is no possibility that tlae periphery of the chain 34 is completely covered with the pair o:f support frames 63, the mainienar~.ce properly can be enhanced. Fuuher, it is also possible to ensure the rigidify of the pair of support frames 63.
[OOOS) Further, with respect to a motorcycle which includes a cushion unit for absorbing an impact on wheels, there has been known a motorcycle in which a Iink member which is tiltably arranged parallel to an arm member which supports a rear wheel is provided, the cushion unit i.s connected to an arm member by way of a link member thus ensuring a stroke length of the cushion unit in. a narrow space and the acquisition of a favorable cushion perfonrance in conformity with the tilting direction of the link member and the arm member. (See J.P-A-57-60984, for example.) [0006 Futther, with respect to the motorcycle described in JP-A-57-60984, although the motorcycle possesses the favorable cushion performance with the use of the lint{ member, the saddle-ride type vehicle which extends the suspension arm in the vehicle body width direction is also requested to acquire such :.favorable cushion performance with the use of the link member.
[0007) Is~ addition, a saddle=ride type vehicle which travels on a terrain includes a vehicle body .frame which is assembled by welding pipe-like frame members, wherein wheels arc supported on the vehicle body frame by way o:f suspension arms.
[0008) Recently, to realize the easiness o:f assembling and the reduction of Attorney Docket No. OSOS-1973PUS1 Page 3 of 35 weight by the simplification of the structure, a so-called bolt-on type vf~rame which is assembled by fastening and fixing a pair of divided frames which are split into left and right frames using bolls a~td nuts is adopted. (See JP-A-1-109186, for example.) [0009] Here, in the frame structure disclosed in Jp-A-1-109186, bulging portions in which hole portions for allowing bolts to pass therethrough are :formed on outer peripheral sides of the divided frames, and these bulging portions are fastened and fixed to each other. using bolts and nuts thus integrally forming the divided frames.
Accordingly, there has been a drawback that an appearance of the vehicle is damaged by the bulging portions.
SUMMARY AND OBJECTS OF TJEIE INVENTION
[0010] The present invention has been made under such circumstances and it is au object of the present invention to provide a cusluon mounting structure of a saddle-ride type vehicle which can obtain a favorable riding comfort in a state that an irnpaet from a wheel is surely absorbed by elongating a stroke length of a cushion unit with the use of a link member. A further object of the present invention is to provide a frame si~'uct'ure of a saddle-ride type vehicle which c2n easily integrally form a pair of divided frames while ensuring a favorable appearance.
[0011 ] According to a first aspect of the present invention, a cushion mounting structure of a saddle-ride type vehicle includes at least a pair of lefrt and right wheels which includes a suspension arm which is tiltably connected to a vehicle body frame, extends in the vehi.cIe body width direction, and suspends the wheels. Also includes is a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end porl:ion which is supported on the suspension arm side, and absorbs an impact transferred to the wheels. The cLxshio~a unit is arranged such .~ttorrrey.Doclcet No. 0505-147.iPUS!
.Page 9 of ~ 5 that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and an axis thereof extends in the longitudizial direction of a vehicle body while intersecting the vehicle body f-ramE. As a result, it is possible to elongate the stroke length o:f the cushion unit without difficulty.
Farther, it is possible to extremely smoothly absorb an impact from the wheel by the cushion unit whereby a favorable cushion performance can be obtained thus ensuring a favorable riding comfort.
[0012] According to a second aspect of the present invention., the cushion mounting structure further includes a step which extends to the outside the vehicle body drame in the vehicle body width direction, at~.d the first end portion of the cushion unit is arranged approximately inside the step in the vehicle body width direction.
Since, the first end portion of the cushion trait is arranged approximately inside the step in the vehicle body width direction on which a driver places his/her foot during traveling and hence, it is possible to arrange the cushion trait having the elongated stroke length in the longitudinal direction of the vehicle body whereby it is possible to obtain the more .favorable cushion performance.
[0013] According to a third aspect of the present invention, a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, and the first end portion of the cushion unit is mounted on the gathering portion.
Since, the first end portion. of the cushion unit is mounted on the gathering potion of the vehicle body fra~.ne to which th.e plurality of frame members are connected and hence, it i.s possible to surely support the cushion unit which absorbs the impact from the wheel at the gathering portion having the high rigidity wi~creby the rigidity of the vehicle body .frame can be enhanced.
Atlorney Docket No. OSOS-J473PUS1 Pnge S of 3S
[0014] According to a fourth aspect of the present invention, an escape portion which prevents the suspension arm f~ror~n interfering with the cushion unit which extends and contracts is :formed in th.e suspension arm, Since, the escape portion which prevents the interference between the cushion Lu~.it which extends and contracts and the tilting link member is formed in the suspension arm and hence, it is possible to smoothly extend Fund contract the cushion unit while preventing the cushion unit from interfering with the suspension arm whereby the more favorable cushion performance can be obtained.
[0015] According to a fi.f ~th aspect of the present invention, a cushion mounting structure of a saddle-ride type vehicle includes a suspension ann which is tiltably connected to a vehicle body frame and suspends wheels on left and right portions thereof, and a eushi.on unit which has a first end portion thereof supported on the vehicle body frame and a second end port7on thereof supported to the suspension artn side and absorbs an impact lxansferred to the wheels. .The cusluon mounting structure includes a rod which is ti.ltably mounted on the suspension arm, and a link member which is supported on the rod, th.e second end portion of the cushion unit and the vehicle body frame, and the Link member is tiltable in the direction difFerent from.
the tilting direction of th.e suspension arm, and is arrmged such that the first end portion and the second end porl5on of the cushion unit are positioned in a displaced manner in the longiW dinal direction o.~f a vehicle body, and hence, an axis ovf the cushion unit extends in the longitudinal direction. of the vehicle body. As a result it is possible to elongate a stroke length of the cushion unit without diff culty whereby an impact from the wheel can be exfi-emely smoothly absorbed by the cushion unit, thus e~nabliog~ the acquisition of the favorable cushion performance and ensuring the favorable riding comFort.
Attorney 7~oLlcet No. OSOS-1473PUS1 Page 6 of 35 [0016 According to a sixth aspect of the present invention, the linlt member is arranged substantially parallel to the cushion. Hence, it is possible to arrange the cushion unit having the elongated stioke length along the longitudinal direction of the vehicle body frame without difficulty thus enabling the acquisition of the more 'Favorable cushion performance.
[0017] According to a seventh aspect of the present invention, the first end portion of the cushion unit is positioned inside in the vehicle body width direction of the vehicle body frame. IIence, it i.s possible to arrange the cushion unit having the elongated. stroke length along the longitudinal direction of the vehicle body frame without di~Fficulty thus enabling the acquisition of the more favorable cushion perforn~ance, [0018] According to an eighth aspect of the present invention, the mounting portion of the link member on the vehicle body frame is positioned at the portion of lilac vehicle body behind the first end portion of the cmllion unit. Hence, it is possible to arrange the mounting portion close to the second end portion of the cushion unit so as to make a tilting radius of the link member attributed to a stroke of the cushion unit small, whereby it is possible to enhance the cusluon performance due to the favorable tilting operation of the link member.
[0019] According to a ninth aspect of the present invention, the escape portion which prevents the suspension arm from interfering with the t7lting link member is formed in the suspension at~xt, anal hence it is possible to tilt the link member smoothly by preventing the link .member from interfering with the suspension arm whereby the more favorable cushion performance can be obtained..
[0020] According to a tenth aspect of the present invention, the cushion mounting structure :('urthet includes the stabilizer which is connected to the link Attorney Docket No, 0505-.147~'PUSl Page 7 of 35 member, and hence, compared to a case in which floe stabilizer connects the suspension arms to each other, it is possible to simplify the structure of the suspension arm and the stabili2er can be also machined easily.
[0021 ] According to an eleventh aspect of the present invention, the stabili2er is inserted into the space portion formed by the vehicle body frame, the link member and the cushion unit, and hence it is possible to arrmge the stabilizer in the vehicle body width direction without difftcul.ty whereby it is possible to ef.'fectively male use ofthe space.
[0022] According to a twelfth aspect of the present invention, the rod is connected to the suspension arm using the ball joint. Thus, it is possible to smoothly transmit the behavior of the suspension arm to the link n~cmber by way of the rod and, at the same time, it is possible to ensure the favorable behavior of the suspension arm.
According to a thirteenth aspect of the present invention, a frame structure of a saddle-ride type vehicle includes a pair of left and right divided .frames which are joined to each other in an abutting mann.cr and respectively include suspension arm support portions which support a suspension arm which suspends wheels. A
fixing portion which joins the pair of divided .frames is provided more inside thm outer peripheries of the pair of .left and right divided frames and, at the same time, in the vicinity of th.e suspension inn support portions. rIence, it is possible to surely fix the pair of divided frames. Further, since the fixuig portion is formed in a state that the i~ixing portion is concealed by the suspension arm, ii is possible to enhance the appearance of the saddle-ride type vehicle. Further, since th.c fixing portion is provided in tl~e vicinity Of the SLlspe71S2pi7 arln SLlppOrt portion, it is possible to enhance the rigidity of th.e suspen.si.on arm sypport portion.
[0023] According to a fourteenth aspect of the presEnt uivention, at least one flttvriiev Docket No. 0505-1473PUS1 Page 8 of 35 fixing portion which joins the pair of divided frames is covered with another member.
I-Ience, it is possible to enhmce the appearance of the saddle-ride type vehicle.
[0024 According to a fifteenth aspect of the present invention, at least one fixing portion which joins the pair of divided frames is covered with the suspension arm support portions. As a result, it is possible to enhance the appearance of the saddle-ride type vehicle and, at the same time, it is possible to enhance the rigidity of the suspension arm support portion.
[0025] According to a sixteenth aspect of the present invention, the respective 'fixing portions of the pair of divided frames are joined using bolts and nuts, and the bolts and the nuts are arranged in a state that the bolts and the nuts are not projected from outer surfaces of the divided fxames. I-Ience, it is possible to further eni~ancc the appearance of the saddle-ride type vehicle, [0026 According to a seventeenth aspect of the present invention, a chain which. transmits a drive force to the wheels is arranged between the pair of divided frames, and the fitting portion is arranged at a position away from a trajectory of the chain. Thus, it is possible to prevent the fxing portion front interfering with. the ch ain.
[0027] According to an eighteenth aspect of the present invention, at least one of the pair of divided frames includes a boss portion which is formed in the inside of a vehicle body. Hence, there is no possibility that a periphery of the chain is completely covered with the divided frames, whereby the maintenance property can be enhanced.
At the same time, the rigidity of the pair of divided frames can be ensured.
[0028] According to a nineteentla aspect of the present invention, the boss portion is foraned on an extension line of the fixing portion for joining the pair of divided frames. Hence, it is possible io simplify the inner constitution of the pair of .4ttorney Doclcet No. 0505-.1473PL1S1 Page 9 oj<'35 divided frames, Since there is no possibility that the periphery of the chain is completely covered with the divided frames, the maintenance property can be enhanced. Further, it is also possible to ensure the rigidity of the pair of divided frames.
[0029] Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given. by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skil.l.ed in the att from this detailed description.
BRIEF DESCRU'TION OF TxIE DRAWINGS
[0030 The present invention will become more :fully understood from the detailed description given hereinbelow and th.e accompanying drawings which are given by way of illustration only, anal thus are not limitative of the present invention, and wherein:
FIG 1 is a side view of a saddle-ride type velucle to which the cushion mounting structure of a vehicle of the present invention is applied;
FIG 2 is a top plan view showing a velucle body ..frame of tine saddle-ride type vehicle of the present invention;
FIG. 3 is a top plan view :for explaining the structure of a support frame;
FIG ~ is a side view for explaining the structure of. a support frame;
FlGr. 5. is a cross-sectional. view fox explaining the joining strucW re of the s apport frame;
F1CC. 6. i.s a cross-sectional view showing the stn~ciure of a drive force Attorney Doclcet No. 0505-.7473PUSl Page l0 of 35 transmission system;
FIG 7 is a crass-sectional view showing the structure of an essential part of the drive force transmission system.;
FIG 8. is a perspective view of an essential part showing the support structure on a left rear wheel side mounted on the vehicle body frame;
rIG 9. is a top plan view showing the support structure on the rear wheel side.
A plan view and a cross;sectional view for explaining the stnictttre of a ball j oint;
FIGS. 10(a) and l0(b), respectively, are a plan view and a cross-sectional view for explaining the stniciure pf th.e ball joint.
DETAILED :DESCRTPTTON OF T.HE PREEERREA EMI30DIMENTS
[0031 J Hereinafter, a made for carrying out the present invention i.s explained in conjunction with attached drawings. Here, the drawings are viewed an the direction of symbols. The e~plan.ation of parts, which are in the left-and-right symmetry, i.s made with respect to th.e parts an one side, and the same symbols are given to corresponding parts qn another side, and th.e explanation of the parts on another side is omitted.
[0032] .rIG 1 is a lift side surface view of a saddle-ride type vehicle according to the present invention, and FaG 2 is a top plan view which shows a vehicle body frame. A saddle-ride type vehicle 10 is a four-wheeled velucle for traveling on a terrain and is a vehicle in wl~i.i.ch a steering shaft 13 for steering left and right Front wheels 12 is mounted on a front ,portion of the vehicle body frame 11, a power unit 16 which is constiW ted of an engine 14 and a transmission 1.5 is mounted on a center portion of the vehicle body hframe 11, a drive force transmitting portion 18 for Attornev.Docket No. OSUS-~473PUS7 Page .J1 oJ3S
irmsmitting a drive force to lefil and right rear wheels 17 is mounted. on a rear portion of the vehicle body vframe 11.
[0033] FlCr. 1 also illustrates a battery 21 , a radiator 22, radiator hoses 23, 24 which are connected to the radiator 22 and the engine 14, a craat)ccase 25, a cylinder bloclc2G, a cylinder head 27, a head cover 28, a crankshaft 29, a reduction gear un tt 30 which is mounted on the transmission 15, a shift pedal 31 for performing a transmission manipulation, an ouiptd shaft 32 of the reduction gear unit 30, a drive sprocket wheel 33which is mounted on the output shaft 32, a chain 34 which is wotmd around the drive sprocket wheel 33, an air cleaner 35 which is connected to the cylinder head 27 by way of a connecting tube 36, an exhaust pipe 37 which extends in the rearward direction from the cylinder head 27, a muffler 38 which is connected. to a rear end of the exhaust pipe 37, and a .front cushion unit 39 which absorbs an impact to the left and right front wheels l.2 from the ground.
[0034] As shown i,n FIG 1. and rIG. 2, the vehicle body frame 11 includes a pair ovf left and right front upper frames 51 which are bent in a crest shape, a pair of left;
and right front middle .frames 52 which are connected to front ends of the front upper frames S I, a pair of left and right front first oblique frames 53 which are obliquely extended between rear ends of the front middle frames 52 and front portions of the front upper frames 51, a pair. of left ~~n.d right rear 'upper frames 54 which substantially horizontally extend in the rearward direction from rear ends o.f the .front upper frames S1, rear first oblique frames 55 which extend obliquely from rear end portions of the .front ttpPer frames 51 in the rc~trward direction and i.n the downward di.reetion, and seat rails 56 which are connected to center portions and rear ends of the rear upper frames 54.
[0035] Further, the vehicle body frame 11 includes a pair of left and right front ~.ttornev Docket No. OSOS-1473PUS1 Page J2 of 35 louver first frames 57 which obliguely extend from rear ends of the .front middle frames S2 in the downward direction, a pair of left and right lower frames 58 which extend longitudinally in a state that the lower Frames 58 are connected to lower ends of the front lower first frames 57 and lower ends of the rear first oblique frame 55, a pair of left and right front louver second frames S9 wlvch are extended between a front porCion of the front middle frame 52 and a front portion of the lower frame 58, and a pair of left and right rear second oblique i~rames 60 which are extended between a rear end of the lower frame S8 and a rear end o~t'the rear upper frame 54.
C003GJ );urther, the vehicle body .framE 11 includes a connecting frame G2 (see rIG: 2) which connects a pair of l.efi: and right joint members 6I to each other and constitutes a gathering portion to which the rear end of the front upper frame 51, the &on.t end of the rear upper frame 54, and the upper end of the rear first oblique frame SS are joined, and a pair of left a2~d right support frames 63 which are supported in the vicinity of a portion where the rear end of the rear upper frame 54 and the upper end of the rear second obligee frame 60 are connected to each other and in the vicinity of a portion where the .rear end of the rear first oblique frame 55, the rear end of the lower :frame S8 and the lower end of the rear second oblique frame 60 are connected to each other. I~:ere, numeral 64 indicates front guard members which are respectively mounted on the front end of the fTOnt middlE frame 52 and the front end o:f the lower :.frame 58.
[0037] The front upper frames 51 include :first brackets 71 wluch respectively support the power unit 16. TJZe ..front middle frames 52 include upper arm support portions 72, 73 which verl7eally swingably mount upper arms (not shown in the drawings) which. respectively support the left and right front wheels lz.
Further, the front lower first ..frames 57 include second brackets 74 which support the power unit Attor»ey Docket No. OSDS-.l ~73PUSl Page 13 of 3S
16.
[0038 The lower :frames 58 include lower ~uzn support portions 75, 76 which vertically swingably mount Iower arms (not shown ul the drawings) which .respectively support the loft and right front wheels 12 on fT017t portions thereof and, at the same time, the lower frames 58 include a steering shaft lower portion support member 77 which supports a Iower portion of the steering shaft 13. Further, the lower fxames 58 in.elude a third bracket 78 and a fourth bracket 79 which support the power unit 16 on intermediate portions thereof Further, the connecting .frame 6Z includes a ftfth bracket 80 which supports the power unit 1 G.
[0039] rn the vicinity of portions where the rear ends of the lower frames 58 and the rear ends of the first oblique .frames 55 are comzected to each other, a pair of left arid right reinforcing frames 81 is conrnected. Further, to the Iower frames 58, in the vicinity of portions where the lower frames 58 are connected to the reinforcing frames 81, a pair of left and right steps 82 which extend to the outside in th.e vehicle body width direction and on which a rider places h.is/her feet thereon during traveling are fixed. Further, at corner portions of th.e portions where the rear ends of the rear first oblique frames 55 and the lower ends of the rear second oblique frames 60 are connected to ea.eh other, a pair of .left and right reinforcing plates 83 is fixed.
[0040] On the pair of left and right support frames 63, a vCnal gear casing which rotatably supports a driven sprocket 200 around which a chain 34 is wound is mounted. Furlh.er, a suspension an~n 103 which is constituted of an upper arm and a lower ann 102 is tiltably connected to both side surfaces of the pair of left and right support frames 63, and the support frames 63 extend in the vehicle body width direction and suspend the left and right re~:r wheels 17 respectively.
[0041] FIG 3 is a top plan view which. explains the sfiructme of tlae support flclornev Docket No. 0505-1473PUST
Page r a of 3S
:fxame, and FIG 4 is a side view which explains the structure o.f the support frame. As shown in FICx 3, tlae pair of left and right support ..frames 63 is formed of divided ~fxames which are joined to each other in a state that the left and right support frames 63 abut on each other, and both of the divided frames are integrally formed by casting, On .front sides of the support frames 63, positioning bosses 131 which are mounted in the vicinity of portions where the rear ends o:f the rear upper frames 54 and the upper ends of the rear second oblique frames 60 are cormected to each other and in the vicinity of portions where the rear ends of the lower frames 58 and the lower ends of the rear second oblique frames 60 are connected to each other are formed at positions where the positioning bosses 131 face each other in an opposed manner. By allowing the respective positioning bosses 131 to abut on each other, 'both of the support .frames G3 on which the respective positioning bosses 131 are formed are positioned.
[0042] Fmth.er, as shown in FIG. 3 and FIGr 4, on the respective support frame 63, four fixing bosses 132a, 132b, 132c, 132d which constitute fixing portions projecting from opposedly facing surface of the support frame 63 are formed, wherein by allowing the respective support frames 63 to abut on each other, end surfaces of the respective fixing bosses I32a, 1.32b, 132c, 132d are brought into contact with each other.
[0043 FIG 5 is a cross-sectional view for explaining the joining struchue of tile support .frames at th.e fixing boss 132a position. IIere, tl.~e joining stntcWres at the positions of th.e fixing bosses 132a, 132b, 132c, 132d are equal and hence, only the joining structure of the .fixing boss 1.32a positio~.i is explained.
10044] The fixing boss 132a projects from an inner surface side of the support fxame 63, and a bolt insertion hole 133 is formed in a center thereof.
Further, a spot facing portion 134 is formed in an outer surface of the support frame 63 at a position fluorne~~ Docket No. OSOS-~.~73PUS'1 .Page LS of 35 where the bolt insertion hole 133 is forced.
[0045] Further, the pair of support frames 63 is made to abut on each other so as to bring end surfaces of Cxing bosses 132a into contact with each other and to allow the respective bolt insertion holes 133 to communicate with each other. In such a state, a connecting bolt 135 is inserted into the bolt ilisertion hole 133 from one side, and a nut 136 is threadedly engaged with the connection bolt 135 on another side and hence, the support frames 63 are fastened and Uixed to each other. The connection bolt 135 has a length which is substantially equal to or slightly shorter than a distance between outer surfaces of dac support frames 63 which are fastened to each other, and a head portion 135a of the connection bolt l35 and the nut 136 are arranged and housed in the inside of spot facing portions 1.34 without projecting from outer surfaces of the support frames 63.
[0046 As shown in FIG. 4, a final gear casing 201 has a front side thereof supported on the support frames 63 by way of a casing support bracket 205.
Further, an adjustment screw hole 20G is forsrted in a .rear portion side of the fnal gear casing 201, and an adjustment screw 208 which is inserted into an insertion hole 207 formed in a rear end of the support frar~~e G3 is threaded into the adjustment screw hole 206.
Further, by adjusting a threading amount of the adjustment screw 208 into the adjustment screw lzole 20G, a mott:nting position in the longihtdinal.
direction of the Fnal gear casing 201 is adjusted and hence, a tension o:fthe chain 34 which i.s extended around a driven sprocket wheel 200 is adjusted.
[0047] Farther, the upper arm 101 and the lower arm 102 which are mounted on the support frames 63 have distal end portions thereof connected to a hub 204 (see FIG 6) o'P the rear wheel 17 described later and hence, the suspension arm 103 constiW tcs the d.onble wishbone type independent suspension stmcture.
Attorney Docket No. 0505-.1473PUS1 Page I6 of 35 [0048] As shown in fIG 3, the upper arm 101 includes a upper first ann portion 105 which extends in the rearward direction with respect to the support frames G3 in an inclined manner, an upper second arm portion 106 which extends at a substantially right angle with respect to the support frames 63, and a connection portion 1.07 which connects the upper first arm portion 105 and the upper second arum portion 10G. Fttrth.er, the lower arm 102 also includes a Iower rrst arm portion I08 which extends in the rearward direction with. respect to the support frames 63 in an inclined manner, an lower second arrn portion 109 which extends at a siibstantial.Ly right angle with. respect to the support frames 63, and a connection portion 110 which connects the lower first ann portion 108 and the lower second ann porilon 109 (see FICz 8).
[009] As shown in FIG 4, on outer surfaces of the support frames 63, four suspension arm support portions (hereinafter .referred to as arm support portions) 137a, 1.37b, 137c, 1374 which connect the upper arm 101 and the lower arm 102, that is, a cylindrical mounting portion 105x of the upper first arm portion 105, a cylindrical mounting portion lO6a of the upper second arm portion l OG, a cylindrical mounting portion 108a of the lower first arm portion 108, and a cylindrical mounting portion 109a of the Iower second arm portion 109 are formed. Here, since the mounting stn.;ct~ttres of the suspension arms in the ~uzn support portions 137a, 137b, 137c, 137d are identical to each otler, only flue mounting structure of the arm support portion. 137a is explained.
[0050] The arm sttpport portion 137a includes a support wall 138 having an approximatEly U-shape as viewed in a plan view which i.s raised from the surfaces of t)~.e support frames 63, wherein hole portions 13$b which allow the insertion of a support bolt 139 therethrough are fo..rn~ed i.n mounting wall portions I38a of the flttonney .Docket No. OSUS-1473PUSI
Page I7 of 35 support wall 138 which face each other in an opposed mmner. Between the mounting wall portions 138a, the mounting portion 105a of the upper first arm portion 105, an outer lace 141 which is axed to m inner peripheral surface of the mounting portion 105a by retainers I40, 140, ale inner lace 142 which has a convex spherical surface thereof slidably fitted in a concave spherical surface :formed in the outer lace 141, collars 143, 143 which are brought into contact both end surfaces of the inner lace 142, and sealing members 144, 144 which are interposed between these collars 143, 143 and the mounting portion 1 OSa are arranged.
[OOSlJ Further, the support bolt 139 is sequentially inserted into the mounting wall poriion 138a, the collar 143, the inner lace 142, the collar 143, and the mountislg wall portion 138a from a front side of the vehicle and, thereafter, a nut 145 is threaded wash a distal end of the support bolt 139 whereby the upper first arm portion 105 is mounted. on the arm support portion 137a in a tiltable manner in the vertical direction.
[0052] fIere, four arm support portions 137a, 137b, 137e, 137d are respectively arranged in the vicinity of the fixing bosses 132a, 132b, 132c, 132d having high rigidity which allows the support frames G3 to abut on each other.
Particularly, the upper support portions 137x, 137b of the upper arm 101 are arranged at positions which are aligned with the fixing bosses 132a, 1.32b of the support frames 63 as viewed in a side view to prevent the connecting bolts I35 and nuts 136 which are mounted on the fiixin.g bosses 132x, 132b from being observed from the outside.
[0053] On the other hand, the arm support portions 137c, 137d of the lower arm 102 are positioned in the vicinity of a itajectory of the chain 34 as viewed in a plan view and hence, the arm support portions 137c, 1374 assume positions which partially interfere with the trajectory of the chain 34. Accordingly, the lower fixing bosses 132c, 1324 which arc arranged in the vicinity of the arm supponc portions 137c, Attorney Doc7ret No. 0505-I ~73PUSl Page 18 of 35 137d are arranged at positions where the I:ixing bosses 132c, 132d do not interfere with the chain 34 deviated vCrom the trajectory of the chain.
[0054] As shown in FrG 4 and FIG. 6, the drive force transmission portion 18 includes the chain 3A~ which is extended between the drive sprocket wheel 33 and the driven sprocket wheel 200, the ~:tnal gear casing 201. which rotatably supports floe driven sprocket wheel 200 and is supported between the pair of left and right support frames, left and right drive shafts 203 whicl leave one ends thereof supported on the ftnal gear casing ZO1 by way of bearing porl~ions 202, and hubs 204 which are connected to distal ends of these drive shafts 203, wherein fhe rear wheels 17 are mounted on the hubs 204.
[0055) The drive shaft 203 includes a slide-type equal velocity joint 210 which is connected to a bearing portion 202 stda and is swingable, extensible and contactable in th.e axial direction, a fixed-type equal velocity joint 211 which is connected to a hub 204 side and is swingable, and a shaft 212 which is interposed between those equal velocity joints 210, 211.
[0056 The equal velocity joint 211. includes an outer Iace 222 which is integrally formed with an axle 221 of the rear wheel 17, an inner lace' 223 which is joined to one end of the shaft 2'12 in spline fitting, a ,plurality of balls 224 which are movably arranged in a plttra.lity of ball grooves which are formed in an inner peripheral surface of the outer lace 222 and a plurality or ball grooves formed in an outer peripheral surface of the inner lace 223, and a cage 225 which holds these balls 224.
[0057] Farther, distal end portions of the upper ann 1.01 .and the lower arm 102 are eon.neeted to a .lcnuclcle arm 232 which constitutes the hub 204 in the connectin g pori~ion 230, 231, wherein the equal velocity joint 211 is rotatably Attorney .l~oclcet lVo, 0505-I473PUSl Page l9 of 35 supported on the lamckl.e arm 232 which constitutes the hub 204 by way of a bearing 233. Here, numeral 234 indicates a retainer which fixes the bearing 233, and numeral 235 indicates a sealing member.
(0058] As shown in FrG 7, the bearing portion 202 which is supported on the final gear casing 201 includes a bearing 251 wl>ich is fitted in an inner peripheral surface of a fitting hale 201 a o;f the final gear casing 20I, and a sealing member 252 which is interposed between the fitting hole 201 a and the equal velocity joust 210.
[0059] The equal velocity joint 21.0 includes a housing 253 which constitutes an outer lace, an inner lace 254 which is joined to another end of the shaft 212 in spline fitting, n plurality of balls 255 which are movably arranged in a plurality of ball grooves which are formed in an inner peripheral surface of the housing 253 anal a pl.tuality of ball grooves formed in an outer peripheral surface of the inner Lace 254, and a cage 256 which holds these balls 255.
[OOGO] The housing 253 is a bottomed cylindrical member which has an outer peripheral. surface thereof fitted in the be<lring 251, prevents the removal of the bearing 251 with a retainer 258, and forms male splines 259 on an outer peripheral surface of a small-diameter portion 253a formed one end of the housinS 253. Numeral 253b indicates a bottom surface of the housing 253.
[OOGla Further, these lt.ousings 253 are mounted on the final gear casing 20I
in a state that the housings 253 are arranged close to each other, and female splines 200a of the driven sprocket 200 are joined to the respective male spline 259 of these housings 253 by splint ~titting.
(0062] FIG, 8 is a perspective view of an essential part showing the support structure on a left rear wheel side which is mounted on the vela.icle body framE, and FIG 9 is an upper view showing the su~pporr structure on the rear wheel side.
As Attorney Docket No. OSOS-7473PUS1 Pale ?0 of 35 shov~m in FIG: 8 and FIG. 9, between the vehicle body frame 11 and tlae suspension arm 103, the link member 112, the cushion unit 713 and a push rod 114 are tiJtably arranged.
[0063] At a portion where a rear end of the lower frame 58 and a lower end of the rear second inclined frame 60 are connected fin each other, a link mounting portion 111 is provided, and to the linlt mouni~ng poti:ion l l l, a link member 112 is obliquely connected in a state that the link member 112 i.s gradually separated fxom the vehicle body frame 11 in the vehicle body width directyon as the link member 112 extends in the rearward direction. The link member lIZ is vformed in an approximately triangular shape in a plan view, wherein a first apex portion 112a which is positioned at a fTOnt portion is rotatably connected to the linl. mounting portion 111, a second apex portion 112b which is positioned at an upper side of an intermediate pori~ion is roia.tably connected to tile cushion unit Z l3, and a third apex portion 11.2c which is positioned at a rear portion is rotatably connected to a lower end of the push rod 114.
rurther, a bottom portion 112d which is positioned below the intermediate portion is rotatably connected to one end of the connecting .rod 116 of the stabilizer I
1 S.
[0064] The cushion unit 113 is arranged suclo that an axis thereof becomes substantially parallel to the link member 112, and i.s rotatably connected to a cushion support portion 61a of the ,joint member 61 which constitutes a gathering portion to whielt the front upper frame 51., the rear upper frame 54, the rear first inclined frame 55 and the connection frame 62 are connected with each other. The cushion support portion 61a. of th.e,joint member 61. is arranged on the inside of the vehicle body frame 12 anl, at the same time, on the approximately inside of the vehicle body width direction of the step 82 as viewed fi-om above.
[0065] Accordingly, in the cushion unit 113, a first end portion 113a thereof Attorney DocJret No. OSOS-l473PUS1 Puge 2! of 35 which has one end tloereof supported on the cushion support portion Gla o:f the vehicle body frame 11 is positioned inside of the velucle body width direction of the vehicle body frame l I, and a second end portion 113b which is supported on the link member 112 which COnStlhlte5 the suspension arm 103 side is positioned outside of the vehicle body width direction of the vehicle body frame 11. Further, with respect to the cushion unit 113, the first end portion Il3a and the second end portion 113b are arranged in a displaced manner in the longitttdi.nal direction of the vehicle body such that the axis of the cushion unit 1.13 extends in the longitudinal direction of the vehicle body while interseci~ng the vehicle body frame 11. Due to such a constitution, it is possible to ensure an elongated stroke Iength of the cushion unit 113 without di~culty whereby it i.s possible to surely absorb an impact which is transmitted from the rear wheel 17 by way of the sl~spension arm 103, the push rod 114 and the Iilik member 112.
[0066 Ftuther, the first apex portion 11 Z a of the link member l I Z which is connected to the link mounting portion 111 is positioned behind the first end portion 113a of the cushion unit 113 wluch is supported on the joint member 61 in the rearward direction of the vehicle body, wherein the first apex portfon 112a is arranged close to the second end portion 113b of the cushion unit 113 so as to make a tilting radius of the link member 1.12 small due to stroking of the cushion trait 113.
[0067] The push rod 114 which is connected to the third apex portion 112c of the linlt member I 12 is arranged in a state that the axis of the push rod I
14 becomes substantially parallel to the link member 112, and an upper end of the push rod 114 is til.tably connected to the upper arm 102 by way o:f the ball joint .l l s.
Accordingly, the link member 1.1Z is tilted about the link mounting portion I11 corresponding to a stroke of the cushion. unit '113, wherein the tilting direction of ihc link member 11 Z is AttornevDocketNo. D,~OS-7473PUS.1 Page 22 of 35 different from the tilting direction of the tipper arm 101 and the lower arm 102. That is, the tilting direction of the link member 112 is approximately orthogonal to the tilting direction of the upper arm 1.01 and the lower arm 102.
[0068] The ball joint 118 is mounted on an escape portion lOSb which is formed in a bending shape in an intermediate portion of the upper vf~irst arm 105 such that it is possible to prevent the interference of the ball joint 118 with the cushion unit 113 and the link member 112. :FIere, a similar escape portion 108b is formed in an intermediate portion of the lower first arm portion I08.
[0069] As shown in FIG. 1.0(a) and FIG 10(b), the ball joint 118 includes a housing 119 which is fixed to the upper arm 101 and includes a housing hole 119x, a ball. portion I20 which i,s fixed to a distal end o:f the push rod 114 and is arranged. in the housing hole 119a of the ljousing 1.19, and a plug 1Z1 which is formed in an opening portion on an upper portion side of the housing l I9 and includes a bearing portion 121 a which is slidably brought into contact with the ball portion 120. Due to such a constitution, the ball portion I20 is slidably held in the inside of the housing hole 11.9a of the housing 119, and the push rod l.l~ becomes tiltable with respect to the upper arm J O1. Further, a .resin-made boot 122 which. covers an opening portion formed below the housing 119 is mounted on the housing 119. The boot 122 prevents th.e intrusion of dusts, water and the like into the inside of the housing 11.9 while allowing the tilting of the push rod 114.
[0070) The stabilizer 115 which has one ends of the connecting rods 116 connected to a bottom portion of the intermediate potti,on of the linlt member includes the pair of le.~ and right connecting rods I 16, and a stabilizer body 123 which connects other ends of the connecting rods 116. The stabilizer body 123 has an internlediate portion thereof held on a pair of left and right reinforcing plates 83 by Attorney Docket No. 0505-1473PUSl Page ? 3 of ~ S
way of the support bracket 124 and is inserted into a space portion 125 which is formed by a front upper frame Sl which constitutes the vehicle body frame 11, the CLIShI(7n Lt111.t 113 and the link member 1I2. Further, both end portions of the stabilizer body 123 which projects from the pair of reinforcing plates 83 are bent in the rearward direction and extend substantially parallel to the link member I12, and are connected to another ends of the pair of left and right connecting rods 11 G.
[0071 J In flue saddle-ride type vehicle 10 having the above-mentioned structure, when the rear wheel I7 receives m impact .from a ground during traveling, the suspension arm 103 which supports the rear wheel 17 is tilted ant, further, the link member 112 is tilted by way of the push rod 114 which is connected to the suspension arm 103 by the ball joint 118. Accordingly, the impact of the rear wheel 1'J
is transmitted to the cushion ttnii 1l 3 wluch is connected to the link member 112 and the vehicle body frame I1 and is arranged along the longitudinal direction of the vehicle body and is surely absorbed by 'the cushion unit 113. Accordingly, the i~ransmissi.on of the impact from the rear wheel. 17 to the vehicle body frame 11 is largely suppressed thus ensuring the 'favorable riding comfort of the vehicle 10.
[0072] As has been explained heretofore, according to the cushion mounting stntcture of the saddle-type vehicle 10 of the above-mentioned embodiment, the cushion unit 113 is arranged such that the first end portion 113a which is supported on the vehicle body .frame I1 is positioned inside the vehicle body frame 11 in the vehicle body width direction and the second end portion Il3b which is supported on the suspension arm 103 side is posi~li.oned outside the vehicle body frame 11 in the vehicle body width direction, and the axis thereof extends in the lonSitudinal direction of the vehicle body while intersecting the veJucle body vframe 1 l and hence, it is possible to eloaagate the stroke length of the cus.'hion unit 113 without difficulty.
Attorney Docket No. 0505-1473FUS1 Page 24 of 35 j0073] Accordingly, it is ypossible to extremely smoothly absorb an impact from the rear wheel 17 by the cushion unit 113 and hence, a favorable cushion performance can be obtained whereby a favorable riding comfort can be ensured and, ~t the same time, the vehicle can be preferably used as a saddle-ride type vehicle l 0 for traveling on a terrain.
[0074] llurther, the first and portion 113a of the cushion unit 113 is arranged approximately inside the steps 82 on which a driver places his/her feet at the time of traveling in the vehicle body widtla direction and hence, it is possible to arrange the cushion unit 113 having the elongated stroke length in the longitudinal direction of the vehicle body W1t110L1t difficulty whereby it is possible to obtain the more favorable cushion performance.
[0075] Further, the first end portion 113a o.f the cushion trait 113 is mounted on the gathering portion (point member G1) of the vehicle body frame to which the front upper frame 51, the rear upper frame 54, the rear ftrst inclined frame 55 and the connecting frame G2 which constitute the plurahiiy of frame members are connected and hence, it i.s possible to sorely suppor(: tile cushion unit 113 which absorbs the impact from the wheel 17 at the gathering portion having the high rigidity whereby the rigidity of the vehicle body frame 1 I can be eWanced.
[0076] Further, the escape portions 105b, 108b which prevent the interference between the cushion unit 113 which extends and contracts and floe tilting link member 11.2 are formed in the suspension artn :103 and hence, it is possible to smoothly extend and contract the cushion unit 11.3 while preventing the euslvon unit 113 from interfering with the suspension. at~~ 103 whereby the more favorable cushton performance can be obtained.
[0077' As lzas been explained l eretofore, according to the cushion mounting ~lttor-ne~~ Docket No. OSOS-T 473PUS1 Page 25 of 35 stn~cture of the saddle-ride type vehicle 10 of the above-mentioned embodiment, the link member 112 which supports floe cushion unit 113 is connected to the suspension arm 103 by way of the rod 114 in a state that the link member 11.2 is tiltable in the direction different !.'-rom the tilting direction. of the suspension arm 103, and the cushion unit 113 is arranged such that the 'first end portion 113a and the second end portion 113b of the cushion unit 113 are positioned in a displaced manner in the longihidinal direction of a vehicle body and hence, an a~cis of the cushion unit 113 extends in the longitudinal direction of the vehicle body and it is possible to elongate a strolte length of the cushion unit 113 without difficulty whereby an impact :C~rom the vcvheel 17 can be extremely smoothly absorbed by the cushion unit 13 thus enabling the acquisition of the favorable cushion performance altd ensuring the favorable riding comfort.
[0078] Furtlter, the link member 1.12 is arranged substantially parallel to the cushion unit 1.13 and hence, it is possii~le to arrange the cushion 'unit 113 having th.e elongated stroke length along the longitudinal direction of the vehicle body frame 11 without difficulty thus enabling the acquisition of the more favorable cushion performance.
[0079) Further, the first end portion 113a of the cusha.on unit 113 is positioned inside in the vehicle body width direction of the vehicle body frame 11. and hence, it is possible to arrange the cushion unit 113 having the elongated stroke length along the longitudinal direction of the vehicle body frame 1.1 without diffiettlty thus enabling the acquisition of the more favorable cushion performance.
[0080] :Eurlher, the first apex portion ll2a which constitutes the n~.ottnting portion of the link member 112 with the vehicle body .frame 11 is positioned at the portion of the vehicle body Uellind the first end portion 113a of the cushion unit lI3 and hence, it is possible to antange the first apex portion 112a close to the second end Attorney Docket No. 0505-.l ~73PUSl Page 26 of 35 portion 113b o:f the cushion unit so as to make a i7lting radius of the link member 112 attributed to a stroke of the cushion unit 113 small whereby it is possible to enhance the cushion performance due to the favorable tilting operation of the link member 112.
[0081] Further, the escape portions lOSb, 108b which prevent the suspension arm 103 from interfering with the tilting link member 112 are formed in the suspension arm 103 and lience, it is possible to tilt the lint: member 112 smoothly by preventing th.e link member 112 from interfering with the suspension arm 103 whereby the more favorable cushion performance can be obtained.
[0082] The cushion mounting structure vfurthcr includes the stabilizer 115 which is connected to the link member 1 I Z and hence, compared to a case in which the stabilizer 11 S connects the suspension arms to each other, it is possible to simplify the sixucture of the suspension arm 103 and the stabilizer 11 ~ can be also machined easily.
[0083] Further, the stabilizer 11~ is inseued into the space portion 125 formed by the vehicle body frame 11, the linlt member 112 and th.e cushion unit 113 and hence, it is possible to arrange the stabilizer 115 in the vehicle body width direction without difficulty wltereby it is possible to effectively make use of the space.
[0084) In addition, the rod 114 is connected to the suspension arm 103 using the ball joint 118 and hence, it is possible to smoothly transmit the behavior of the suspension arm 103 to the link member 112 by way of th.e rod 114 and, at the same timo, it is possible to ensure the favorable behavior of the suspension arm 103.
[0085] As has been explained heretofore, according to the cushion mounting structure of the vehicle used io the saddle-ride type vehicle 10 according to the above-mentioned embodiment, the f xing bosses 132a, 132b, 132c, 132d which join the pair of support frames G3 are provided more inside than outer peripheries of the pair o.f support frames G3 and, at tlae same time, in the vicinity of tl.~e suspension ann Attorney Docket No_ 0505-.l q73f'US1 Page 27 of 35 support portions 137x, 137b, 137c, 137d and hence, even when the fixilzg bosses 132x, 132b, 132c, 1324 are arranged .inside the pair of support frames 63, it is possible to surely :fix the pair of support frames 63. Further, since the J-ixing bosses 132x, 132b, 132e, 1324 are formed in a state that the fixing bosses 1.32x, 132b, 132c, 1324 are concealed by the suspension arm 103, it is possible to enhance the appearance of the saddle-ride type vehicle 10. Further, since the fixing bosses 132x, 132b, 132e, 132d are provided in the vicinity of the suspension ann support portions 137x, 1.37b, 137c, 137d, it is possible to enhance the .rigidity of the suspension. arm support portions 137x, 137b, 137c, 137d.
[0086 Further, the fixing bosses 132x, 132b which join the pair of support frames 63 are covered wiih suspension arm support portions 137x, 13 Ib and hence, it is possible to enhance the appearmce of the saddle-ride type vehicle 10.
Further, it is possible to enhance the rigidity of the Suspension arm support portions 137x, 137b.
hIere, at Ieast one of the fixing bosses 132x, 132b, 132c, 132d for joining the pair of support frames b3 may be covered with other member. In this case, it is also possible to enhance the appearance of the saddle-ride type vehicle 10.
[0087 Further, the connect7ng bolts 135 and the fixing nuts 136 which join the pair of support frames 63 at the f xing bosses 132x, 132b, 132c, 132d are arranged in a state that the connecting bolts 136 anal the fixing nuts 136 are not projected from outer surfaces of the support frames 63 and hence, it is possible to .further enhance the appearance ofthe saddle-ride type vehicle 10.
[0088 j Further, the axing bosses 1.32x, 132b, 132c, I 32d are arranged at positions away fiom the trajectory of the chain 34 which transmits the drive force to the wheels 17 and hence, it is possible to prevent the fixing bosses 132x, 132b; 132c, 132d from interfering with the chain 3~.
Attorney lDockel No, 0505-1473PUS1 Page ?8 oJ'3~
(0089] rurther, at least one of the pair of support frames 63 includes the positioning bosses 131 and the fixing bosses 132a, 13?b, I32c, 132d which are formed in the inside ov a vehicle body and hence, there is no possibility that the periphery of the chain 34 is completely covered with the positioning bosses 131 and the .fixing bosses 132a, 132b, 132c, 132d whereby the maintenance property can be enhanced and, at the same time, the rigidity of the pair of support frames G3 can be ensured.
[0090 Further, according to this embodiment, as fixing portions and the boss portions, fining bosses I32a, 132b, 132c, 1324 are used and the boss port7ons formed inside the vehicle body are formed on the extension line of the fixing portion for joining the pair of divided frames and hence, it is possible to simplify the inner constitution of th.e pair of support fTa117e5 63. Since there is no possibility that tlae periphery of the chain 34 is completely covered with the pair o:f support frames 63, the mainienar~.ce properly can be enhanced. Fuuher, it is also possible to ensure the rigidify of the pair of support frames 63.
Claims (15)
1. A cushion mounting structure of a saddle-ride vehicle having at least a pair of left and right wheels, comprising:
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof generally extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, and when the cushion mounting structure is viewed from above, the cushion unit is aligned directly above at least a forward part of the link member.
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof generally extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, and when the cushion mounting structure is viewed from above, the cushion unit is aligned directly above at least a forward part of the link member.
2. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein the cushion mounting structure further includes a pair of steps which extend to the outside of the vehicle body frame in the vehicle body width direction from the vehicle body frame, and the first end portion of the cushion unit is arranged approximately between the steps in the vehicle body width direction.
3. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, and the first end portion of the cushion unit is mounted on the gathering portion.
4. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein an escape portion which prevents the suspension arm from interfering with the cushion unit which extends and contracts is formed in the suspension arm.
5. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein link member is approximately triangular in shape in a plan view, and includes a forward apex, an upper apex, and a rear apex, and wherein a lower end of the push rod is tiltably connected to the rear apex.
6. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein an upper end of the push rod is tiltably connected to an escape portion of the upper arm, and wherein the push rod extends in a direction that is substantially vertical.
7. The cushion mounting structure of a saddle-ride vehicle according to claim 1, wherein the first end portion of the cushion unit is rotatably connected to a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, wherein and when viewed from above, the gathering portion being between in a vehicle body direction of a pair of steps on which a rider places a foot.
8. A cushion mounting structure of a saddle-ride vehicle having at least a pair of left and right wheels, comprising:
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein an intermediate portion of the suspension arm is bent in a rearward direction in order to prevent interference with the cushion unit which extends and contracts, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, wherein the push rod extends in a direction that is substantially vertical and includes an upper end of the push rod that is tiltably connected to an escape portion of the upper arm.
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein an intermediate portion of the suspension arm is bent in a rearward direction in order to prevent interference with the cushion unit which extends and contracts, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, wherein the push rod extends in a direction that is substantially vertical and includes an upper end of the push rod that is tiltably connected to an escape portion of the upper arm.
9. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein the cushion mounting structure further includes a pair of steps which extend to the outside of the vehicle body frame in the vehicle body width direction from the vehicle body frame, and the first end portion of the cushion unit is arranged approximately between the steps in the vehicle body width direction.
10. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, and the first end portion of the cushion unit is mounted on the gathering portion.
11. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein an escape portion which prevents the suspension arm from interfering with the cushion unit which extends and contracts is formed on the bent portion of the suspension arm.
12. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein link member is approximately triangular in shape in a plan view, and includes a forward apex, an upper apex, and a rear apex, and wherein a lower end of the push rod is tiltably connected to the rear apex.
13. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein when the suspension mounting structure is viewed from above, the cushion unit is aligned directly above at least a forward part of the link member.
14. The cushion mounting structure of a saddle-ride vehicle according to claim 8, wherein the first end portion of the cushion unit is rotatably connected to a gathering portion to which a plurality of frame members are connected is mounted on the vehicle body frame, wherein and when viewed from above, the gathering portion being between in a vehicle body direction of a pair of steps on which a rider places a foot.
15. A cushion mounting structure of a saddle-ride vehicle having at least a pair of left and right wheels, comprising:
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, and wherein link member is approximately triangular in shape in a plan view, and includes a forward apex, an upper apex, and a rear apex, and wherein a lower end of the push rod is tiltably connected to the rear apex.
a suspension arm which is tiltably connected to a vehicle body frame, extends in a vehicle body width direction, and suspends the wheels; and a cushion unit which includes a first end portion which is supported on the vehicle body frame and a second end portion which is supported on a suspension arm side, and absorbs an impact transferred to the wheels, wherein the cushion unit is arranged such that the first end portion is positioned inside the vehicle body frame in the vehicle body width direction and the second end portion is positioned outside the vehicle body frame in the vehicle body width direction, and a longitudinal axis thereof extends in the longitudinal direction of a vehicle body while intersecting the vehicle body frame, wherein the suspension arm includes an upper arm and a lower arm, the first end portion of the cushion unit being supported on the vehicle body frame, and the second end portion of the cushion unit being supported on the upper arm by a link member and a push rod, and wherein link member is approximately triangular in shape in a plan view, and includes a forward apex, an upper apex, and a rear apex, and wherein a lower end of the push rod is tiltably connected to the rear apex.
Applications Claiming Priority (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2005095889A JP4558554B2 (en) | 2005-03-29 | 2005-03-29 | Cushion mounting structure for saddle riding type vehicles |
| JP2005096273A JP4558555B2 (en) | 2005-03-29 | 2005-03-29 | Cushion mounting structure for saddle riding type vehicles |
| JP2005096272A JP4459851B2 (en) | 2005-03-29 | 2005-03-29 | Frame structure of saddle riding type vehicle |
| JP2005-096272 | 2005-03-29 | ||
| JP2005-096273 | 2005-03-29 | ||
| JP2005-095889 | 2005-03-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2541040A1 CA2541040A1 (en) | 2006-09-29 |
| CA2541040C true CA2541040C (en) | 2009-09-15 |
Family
ID=37055105
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002541040A Expired - Fee Related CA2541040C (en) | 2005-03-29 | 2006-03-27 | Cushion mounting structure of saddle-ride vehicle |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US7497451B2 (en) |
| CA (1) | CA2541040C (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4578410B2 (en) * | 2006-01-16 | 2010-11-10 | ヤンマー株式会社 | Work vehicle front guard |
| JP4825715B2 (en) * | 2007-03-30 | 2011-11-30 | 本田技研工業株式会社 | Suspension arm support structure |
| EP3294582A1 (en) * | 2015-05-15 | 2018-03-21 | Polaris Industries Inc. | Utility vehicle |
| US10946736B2 (en) | 2018-06-05 | 2021-03-16 | Polaris Industries Inc. | All-terrain vehicle |
| CN110920788B (en) * | 2018-09-14 | 2021-08-13 | 雅马哈发动机株式会社 | Saddle-ride type vehicle |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5760984A (en) | 1980-09-30 | 1982-04-13 | Honda Motor Co Ltd | Shock absorber for rear wheel of autobicycle |
| JPH01109186A (en) | 1987-10-22 | 1989-04-26 | Honda Motor Co Ltd | Frame structure for car |
| JP2813002B2 (en) * | 1989-09-13 | 1998-10-22 | 株式会社ヨロズ | suspension |
| US5575352A (en) * | 1994-04-26 | 1996-11-19 | Yamaha Hatsudoki Kabushiki Kaisha | Four-wheeled vehicle |
| JP2001246917A (en) * | 2000-03-03 | 2001-09-11 | Honda Motor Co Ltd | Front wheel suspension |
| JP4031917B2 (en) * | 2001-06-20 | 2008-01-09 | 本田技研工業株式会社 | Suspension structure |
| JP2003056607A (en) | 2001-08-10 | 2003-02-26 | Yamaha Motor Co Ltd | Brake device for small vehicle |
| US7004484B1 (en) * | 2001-08-17 | 2006-02-28 | Polaris Industries Inc. | Providing an enhanced ATV riding experience |
| US20040021286A1 (en) * | 2002-05-02 | 2004-02-05 | Nicolas Bombardier | Suspension arm arrangement for straddle-type all-terrain vehicle |
| CA2502056C (en) * | 2004-03-31 | 2009-06-30 | Honda Motor Co., Ltd. | All terrain vehicle |
| US7461851B2 (en) * | 2004-05-13 | 2008-12-09 | Yamaha Hatsudoki Kabushiki Kaisha | Vehicle, wheel suspension device and method of assembling vehicle |
-
2006
- 2006-03-27 CA CA002541040A patent/CA2541040C/en not_active Expired - Fee Related
- 2006-03-28 US US11/390,152 patent/US7497451B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2541040A1 (en) | 2006-09-29 |
| US20060220341A1 (en) | 2006-10-05 |
| US7497451B2 (en) | 2009-03-03 |
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| EEER | Examination request | ||
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Effective date: 20170327 |